Technical Interview questions
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Technical Interview questions
In anticipation of job interviews, I expect to have to answer technical questions. The scope of questions is enormous and I can only imagine they could ask anything from the ATPL syllabus (which I completed some years ago). Can anyone give me a steer in the right direction so I am studying the correct material.
Thanks in Advance.
Carve
Thanks in Advance.
Carve
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Hi
You are right, an interview is always a gamble. They can ask anything and you should need to have luck that they'll ask the good question. It is simply virtually impossible to review everything.
What i always reviewed:
read the book "ace, the technical pilot interview". Ok some questions are not that well explained.
Study performance, especially performance A aircraft. Skip all the rest.
Study meteo
Study aerodynamics
Study doc 8168
It always worked for me.
Dumbs up
You are right, an interview is always a gamble. They can ask anything and you should need to have luck that they'll ask the good question. It is simply virtually impossible to review everything.
What i always reviewed:
read the book "ace, the technical pilot interview". Ok some questions are not that well explained.
Study performance, especially performance A aircraft. Skip all the rest.
Study meteo
Study aerodynamics
Study doc 8168
It always worked for me.
Dumbs up
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I think it depends entirely on where you are interviewing. Some companies will have you sit down with 3 check airmen to grill you, while others have you meet up with several pilots and go to lunch....
Best to ask around, and focus on what you hear.
That said, limitations and systems knowledge for the bird you are flying can't ever be overstated...
FR
Best to ask around, and focus on what you hear.
That said, limitations and systems knowledge for the bird you are flying can't ever be overstated...
FR
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I had a technical based interview a while back. A few of the questions that I remember were oceanic contingency procedures, an explanation of de-icing procedures, and a question on what I would do if I was at the aircraft's maximum certified altitude and I had a climb RA.
I had no oceanic airspace experience so I didn't do so well on that one.
There was also a 50 question technical exam covering a lot of subjects including INS theory, loc and glideslope usable areas, lat-long stuff, weather maps, weather report interpretation.
I remember I thought I might have failed it as some answers given were educated guesses but I missed the max distance for a reliable glideslope and the meaning of NOSIG.
All that time I spent studying on Dutch roll theory turned out not to be needed.
I had no oceanic airspace experience so I didn't do so well on that one.
There was also a 50 question technical exam covering a lot of subjects including INS theory, loc and glideslope usable areas, lat-long stuff, weather maps, weather report interpretation.
I remember I thought I might have failed it as some answers given were educated guesses but I missed the max distance for a reliable glideslope and the meaning of NOSIG.
All that time I spent studying on Dutch roll theory turned out not to be needed.
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an airplane has 2 wings (normally) 1-6engines (as far as i know) it flies because of Bernoulli principle. a good chief pilot knows this and the price of hookers at your destination
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Bernoulli theory
Bernoullis are little invisible cute furry creatures that live on the leading edge of the wing. When you accelerate along the runway the wind tries to blow them off, so they grip the LE. The airflow over the LE is inclined upwards, so this pull lifts you into the air. As you go faster they have to pull harder to stay on, so you get more lift. When you pull back on the stick you increase the angle of the airflow, so you again get more lift. But be careful, because if you pull back too hard you can overpower them and they fall off, so you lose all your lift......
At least, that's what my wife thinks.
At least, that's what my wife thinks.
The TCAS installation should allow for this and not command an RA with a climb at max altitude.
This very same question came up on a recurrent course, that was the answer.
For what it's worth.
This very same question came up on a recurrent course, that was the answer.
For what it's worth.
I liked the TCAS question so did a little search around. I have some slides from Airbus on TCAS which includes the use of RA for Emergency Descents, OEIO and Ceiling.
Here is the slide on this type of event:
It referred to this Advisory Circular
Here is a snippet:
Also you would have the 1.3G buffet margin at your ceiling so as long as you don't try and snap off the elevator with an aggressive climb, you would be ok?
On our aircraft, we only see the red bar of MMO at FL450 but I have seen pics of the Global with a proper coffin-corner on their speed tape, wouldn't fancy an RA in that situation (or an emergency descent for the same reason).
Here is the slide on this type of event:
• AC 20-131A defines the maneuvers that the aircraft must be able to perform.
• In particular, the aircraft must prove that it can respond to a TCAS RA CLIMB order, even when it is at its maximum altitude.
• In particular, the aircraft must prove that it can respond to a TCAS RA CLIMB order, even when it is at its maximum altitude.
Here is a snippet:
An aircraft's climb capability when operating at or near its maximum approved operating altitude is also affected by excess thrust and true airspeed, which may be available to safely trade if needed for climb rate. Climb RAs should not be inhibited if the aircraft has adequate performance available or because it may exceed its maximum certificated altitude by several hundred feet during an RA.
On our aircraft, we only see the red bar of MMO at FL450 but I have seen pics of the Global with a proper coffin-corner on their speed tape, wouldn't fancy an RA in that situation (or an emergency descent for the same reason).
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My answer to the TCAS question was to climb because it would be within the rights of the PIC to consider this an emergency situation to which I was told was the correct answer.
I have flown on at least two aircraft where I have been aware of maximum altitudes in which there can be a TCAS Climb RA. At least one of them was below the aircraft maximum certified altitude.
In one of those types which was a turboprop, I have also been in a situation on a hot day where it was a big struggle just to get to our cruise altitude which was below the maximum TCAS Climb RA altitude. If you are going to climb at this altitude in response to an RA, be very cautious that you don't end up in a stall situation. In most cases, the other aircraft should have a coordinated descent so usually they will be avoiding you as well.
I have flown on at least two aircraft where I have been aware of maximum altitudes in which there can be a TCAS Climb RA. At least one of them was below the aircraft maximum certified altitude.
In one of those types which was a turboprop, I have also been in a situation on a hot day where it was a big struggle just to get to our cruise altitude which was below the maximum TCAS Climb RA altitude. If you are going to climb at this altitude in response to an RA, be very cautious that you don't end up in a stall situation. In most cases, the other aircraft should have a coordinated descent so usually they will be avoiding you as well.
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Max alt on my aircraft is FL510, been there and you sit between the high and low speed cues. I've got no idea if the tcas can issue an RA at 510 (it probably can, it's not that clever) but if it did I would assume it was some lunatic at my level pointing at me and even if I could only climb by 2 or 3 hundred feet that should be enough to not hit him. You can't shove the nose down very hard at that level either so he would hopefully be nursing it down at the same time. But you've got to assume that the other aircraft isn't doing anything to avoid you. So we might not miss by much...but hey, it's a miss.. I know the airframes have been to 540 during testing so it's not going to do anything particularly horrible and I think the prime directive in all aviation should be "don't hit other planes" because it's really bad on the CV
